AIR METHODS LLC

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Operated by AIR METHODS CORP (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

Operated by Air Methods Corp (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by AIR METHODS CORP (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

Operated by Air Methods Corporation (per NTSB report)

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PIREP ON LBE 2441306, ITEM 2: VERY LOUD RUBBING SOUND FROM THE REAR/UPPER PORTION OF THE AIRCRAFT DURING CLIMB OUT. THIS WAS FOLLOWED BY A SMELL OF BURNING. DEFERRED PER AMC BH429 MEL ITEM 2100-04. DEFERRAL CLEARED ON LBE 2441306, ITEM 8: REPLACED COMPRESSOR ASSEMBLY. OPS CHECK GOOD. END

CREW STATES HEAVY FUEL ODOR IN AFT CABIN GOT WORSE IN FLIGHT. AIRCRAFT CURRENTLY OOS FOR REPAIRS.

RAW FUEL SMELL INSIDE CABIN DURING FLIGHT, AIRCRAFT OOS FOR ISSUE WILL SUBMIT RESOLUTION WHEN AVAILABLE.

DURING DECELERATION ON APPROACH TO HOME BASE, BOTH AIR-CONDITIONING BLOWERS CEASED OPERATING. SHORTLY THEREAFTER, ALL OCCUPANTS DETECTED A BURNING PLASTIC ODOR IN THE AIRCRAFT. DEACTIVATED AIR CONDITIONING SYSTEM MEL'D 2100-01. REPLACED FORWARD RT EVAPORATOR BLOWER MOTOR.

UPON INITIATION OF VISUAL APPROACH, THE CREW ALERTING SYSTEM DISPLAYED AN ENGINE OIL PSI WARNING. ADJUSTED OIL PRESSURE, OPS CHECKED GOOD. ALL MAINTENANCE COMPLETED. AIRCRAFT RELEASED TO REVENUE SERVICE. #59613

FUEL SMELL IN CABIN ON RETURN FLIGHT BACK TO BASE FROM PHOENIX AZ, REPLACED FUEL CAP.

ON TAKEOFF AND LANDING, STRONG FUEL/EXHAUST SMELL IN REAR CABIN.

UPON LANDING TO TRANSLOAD A PATIENT, THE TGB CHIP LIGHT ILLUMINATED. DUE TO THIS INDICATION AND SUBSEQUENT ENGINE SHUTDOWN, WE WERE UNABLE TO COMPLETE THE TRANSPORT OF THE PATIENT. THE PATIENT WAS THEN MOVED BY AMBULANCE. CHIP DETECTOR CLEANED, FINDINGS INDICATE NORMAL WEAR, OPS CHECK OKAY. RAMCO TO BE COMPLETED ON RETURN TO BASE. THIS AIRCRAFT HAS BEEN RETURNED TO REVENUE SERVICE, REF # MEC-59060

DURING CRUISE FLIGHT, CABIN FUMES WERE DETECTED, FOLLOWED BY VISIBLE SMOKE. THE FLIGHT CREW EXECUTED THE EMERGENCY PROCEDURES AND CHECKLISTS, WHICH INCLUDED SHUTTING DOWN ALL NON-ESSENTIAL SYSTEMS. TURNING OFF THE FOOT HEATER IMMEDIATELY AFTER DETECTING THE FUMES PREVENTED THEM FROM WORSENING. SHORTLY THEREAFTER, THE SMOKE SUBSIDED AND BEGAN TO DISSIPATE. THE REMAINING DESCENT, APPROACH, LANDING, AND TAXI WERE UNEVENTFUL. A POST-FLIGHT MAINTENANCE INSPECTION DETERMINED THAT THE FOOT HEATER WIRING AT THE CONNECTOR HAD OVERHEATED, MELTING THE PLASTIC CONNECTION COATING. AIRCRAFT CURRENTLY OOS AWT PARTS.

PILOT SMELLED UNUSUAL ODOR/SMOKE IN COCKPIT DURING CLIMB OUT

A CRACK WAS DISCOVERED ON THE EQUIPMENT DECK COVER. THE DAMAGE IS APPROXIMATELY 10MM IN LENGTH. AN APPROXIMATE LOCATION OF THE DAMAGE IS AT F.S. 6100MM, W.L. 2600MM, AND L.B.L. 200MM. A DETAILED DESCRIPTION OF THE PERFORMED TYPICAL DAMAGE REPAIR AND APPROVED REPAIR PROCEDURES ARE PROVIDED IN AIRBUS HELICOPTERS SERVICE BULLETIN MBB-BK117 C-2-53-013, REVISION 0 DATED 2016-08-31.

SMOKE AND FUMES IN CABIN/COCKPIT FROM SUSPECTED AIR CONDITIONER BLOWER ISSUE

CORROSION DAMAGE WITH A MAXIMUM DEPTH OF 0.061” WAS DISCOVERED ON THE L/H INSTRUMENT PANEL CONSOLE FLOOR ANGLE (P/N: L311M1060234). A REPLACEMENT ANGLE WAS NOT AVAILABLE WITHIN THE SCHEDULED RETURN TO SERVICE TIMEFRAME; THEREFORE, A REPLACEMENT ANGLE WAS FABRICATED FROM 0.080” 2024-T3511 EXTRUSION AND WAS INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND AN APPROVED REPAIR PROCEDURE IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5633 REV. – DATED 06 MAY 2026 AND WAS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE DER-Y # 905240204 DATED 08 MAY 2026, DER SPECIFIC SEQUENCE # 26RL017AM.

BATTERY LIGHT ON. COMPLETED BY PLACING REMOVED BATTERY ON BATTERY MINDER. INSTALLED SERVICEABLE BATTERY IAW ICA. RECORDED BATTERY VDC AT INSTALL / CHARGE COMPLETION. OP& RSQUO;S CHECK GOOD. CURRENT BATTERY VDC: 26.64 VISUALLY INSPECTED AIRCRAFT EXTERIOR FOR LIGHTNING STRIKE. NO DEFECTS NOTED. INSPECTED BATTERY, BATTERY HARNESS, CIRCUIT BREAKERS, GENERATOR AND MASTER ELECTRICAL BOX. NO DEFECTS NOTED. THIS AIRCRAFT HAS BEEN RETURNED TO REVENUE SERVICE, REF #58142

INVERTER 1 AND SAS 1 CAUTION WARNING LIGHTS ILLUMINATED. PILOT ATTEMPTED TO RESET AND BOTH SYSTEMS FAILED AGAIN. PILOT DIVERTED TO CLOSEST SUITABLE AIRPORT TO PERFORM APPROPRIATE EMERGENCY PROCEDURE WHICH WAS A RUN-ON LANDING.

RAW JET FUEL SMELL IN AIRCRAFT CABIN WHILE IN FLIGHT.

A LARGE DENT WAS DISCOVERED ON THE TRANSMISSION DECK SKIN AND CENTER BEAM PN: 355A21-2109-21. THE DAMAGE TO THE DECK SKIN IS APPROXIMATELY 0.060” DEEP AND 3.5” WIDE BY 2.5” LONG. THE DAMAGE TO THE CENTER BEAM HAS AN AREA OF 2.0” WIDE AND 1.3” HIGH ON THE VERTICAL WEB AFFECTING THE ENTIRE UPPER FLANGE. AN APPROXIMATE LOCATION OF THE DAMAGE IS AT F.S. 3541MM, W.L. -1765MM, AND L.B.L. 0MM. A DETAILED DESCRIPTION OF THE TYPICAL DAMAGE REPAIR AND APPROVED REPAIR PROCEDURES ARE PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 17-5330-EA-5613, INITIAL REVISION DATED 17 APR 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3, SEQUENCE # 26RL013AM BY RYAN D. LEE DER: 905240204.

MULTIPLE AREAS OF CORROSION DAMAGE OF VARYING DIMENSIONS AND DEPTHS WAS DISCOVERED ON THE AFT L/H FUSELAGE SKIN PANELS AROUND THE GROUND PORT, LOWER MAINTENANCE STEP, UPPER AND LOWER CLAMSHELL DOOR HINGE LOCATIONS AND SURROUNDING THE FUEL DOOR, AS WELL AS ON THE AFT R/H FUSELAGE SKIN PANELS AROUND THE LOWER MAINTENANCE STEP AND BELOW THE UPPER CLAMSHELL DOOR HINGE LOCATION. THE AFFECTED AREAS WERE REMOVED OF CORROSION AND MULTIPLE REPAIR DOUBLERS OF VARYING THICKNESSES WERE FABRICATED AND INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR INSTRUCTIONS IS PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC135-53-2026-1091, ISSUE A DATED 24 MAR 2026.

REQUESTED BY THE RAM TO INSPECT THE MRH SHEAR BEARINGS TO VERIFY TORQUE ON ATTACHING HARDWARE. FOUND THE BLUE BLADE SHEAR BEARING UPPER BOLT TO FAIL TORQUE CHECK, WITH THE BOLT ONLY BEING FINGER TIGHT. AFTER REMOVAL OF THE BOLT FOUND A SLIGHT STEP ON THE BOLT AND WEAR ON THE BOLT HOLE OF THE SHEAR BEARING.

CHAFING DAMAGE WAS DISCOVERED ON THE LOWER R/H FRAME 4 INBOARD SKIN LOCATED JUST FORWARD OF THE R/H HEATING DUCT OUTLET. THE CHAFING DAMAGE MEASURED 0.027” IN DEPTH AND APPROXIMATELY 0.2” X 0.6”. THE CHAFING DAMAGE WAS TRIMMED OUT AND A 0.040” 2024-T3 REPAIR DOUBLER WAS FABRICATED AND INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURE IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5582 REV – DATED 31 MAR 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE, DER-Y # 905240204, DATED 01 APR 2026, DER SPECIFIC SEQUENCE # 26RL011AM.

CRACKING DAMAGE WAS DISCOVERED ON THE TAIL CONE UPPER FRAME 7 IN THE RADIUS ADJACENT TO THE SKIN FLANGE ON THE R/H SIDE. THE APPROXIMATE LENGTH OF THE CRACK WAS MEASURED AT 0.20”. THE CRACK WAS STOP DRILLED AND AN L-SHAPED REPAIR DOUBLER OF 0.050” ALUMINUM WAS FABRICATED AND INSTALLED, AND THE SPACE BETWEEN DOUBLER FLANGE AND UPPER FRAME 7 FLANGES WERE SHIMMED USING 2024-T3 TO ACCOMMODATE FOR THE EXISTING JOGGLE. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5580 REV. – DATED 25 MAR 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3

CORROSION DAMAGE OF VARYING DEPTHS WAS FOUND ON THE LOWER L/H AND R/H BROOM CLOSET ATTACHMENT ANGLES, AS WELL AS THE AFT ATTACHMENT ANGLE. FOR THE LT AND RT ANGLES, REPLACEMENT ANGLES WERE FABRICATED FROM 0.050” 2024-T3511 EXTRUSION AND INSTALLED. FOR THE AFT ATTACHMENT ANGLE, A REPLACEMENT ANGLE WAS FABRICATED FROM 0.063” 2024-T3511 EXTRUSION AND INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5592 REV. – DATED 27 MAR 2026 AND WAS SUBSTANTIATED BY FAA FORM 8110-3

HEAVY CORROSION DAMAGE WAS FOUND ON THE FRAME 2 UPPER ANGLE (P/N: L533M1043223) ON TOP UNDER THE MAIN CABIN FLOOR. A REPAIR ANGLE WAS FABRICATED FROM 0.063” 2024-T3511 EXTRUSION AND INSTALLED IN PLACE. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5594 REV – DATED 03 APRIL 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE, DER-Y 905240204 DATED 07 APRIL 2026, DER SPECIFIC SEQUENCE # 25RL012AM.

LAUNCHED FOR HOSPITAL TRANSFER. MEDIC SAID HE HAD SMOKE IN CABIN. ABORTED FLIGHT AND LANDED BACK AT BASE. AIRCRAFT INSPECTED AND RTS. SMELL DETERMINED TO BE FROM THE COMP WASH PREVIOUS TO THE FLIGHT.

THE TECHNISONIC TDFM 9100 MULTI-BAND TRANSCEIVER AND RC-9100 REMOTE CONTROLLER SYSTEM WERE INSTALLED ON THIS ACFT UTILIZING THE CERTWORKS STC SR01052DE. PER THE 337, THE EXISTING CI 177-1 VHF ANTENNA FROM THE TDFM 6158 INSTALL WAS RETAINED FOR USE WITH THE TDFM 9100 SYS. AT SOME POINT, THE CI 177-1 ANTENNA WAS REMOVED BY UNKNOWN PERSONS AND A CI 292-2 WAS INSTALLED IN ITS PLACE. IT WAS NOTED THAT THE CI 292-2 ANTENNA IS NOT SUPPORTED FOR THE VHF FREQUENCY RANGE REQUIRED FOR THE TDFM-9100 SYS, BUT A CI 292-3 IS CALLED OUT FOR IN STC SR01052DE DRAWING CW0620-1096 REV IR AND WOULD SUPPORT THE PROPER VHF FREQUENCY RANGE OF 138-174 MHZ. A CONFORMITY 337 HAS BEEN CREATED TO CONFORM AND DOCUMENT THE INSTALLATION OF A CI 292-3 ANTENNA TO THE CERTWORKS STC SR01052DE DRAWING CW0620-1096 REV IR FOR THE TDFM 9100 INSTALLATION ON AN EC135 AS WELL AS AIR METHODS WIRING DIAGRAM “EC135 TDFM 9100 WIRING DIAGRAM”, DRAWING SE233-0248-0351 REV -.

TRANSMISSION CHIP LIGHT IN FLIGHT. DRAINED AND FLUSHED SYSTEM. OPS CHECKS GOOD RTS,

TRANSMISSION CHIP CAUTION ILLUMINATED MULTIPLE TIMES WHILE IN CRUISE FLIGHT. CAUTION REMAINED ON FOR LAST 3 MINUTES OF FLIGHT.

DURING CRUISE, CREW NOTED AN ELECTRICAL ODOR & COULD DETECT SOMETHING ODD. A FEW MOMENTS OF FLIGHT, CREW REPORTED THAT THEY COULD SMELL THE ELECTRICAL ODOR MUCH STRONGER & COULD SEE SMOKE IN ACFT INTERIOR LIGHTING. NOTED A DEFINITIVE ODOR MUCH STRONGER THAN BEFORE. DID NOT SEE SMOKE. IMMEDIATELY OPENED WINDOW & LANDED AT AIRPORT WE WERE FLYING OVER. BY THE TIME GOT ACFT TO THE GROUND PAD, THE ODOR HAD DISSIPATED. MEDICAL CREW HAD TURNED OFF MEDICAL INVERTER DURING THIS PROCESS. UPON LANDING, OPENED THE DOORS & SHUTDOWN ACFT. MX WAS NOT ABLE TO FIND ANYTHING WRONG WITH THE ACFT ON INITIAL LOOK. DID FIND A CIRCUIT BREAKER TRIPPED WITH FURTHER TROUBLESHOOTING. IT WAS MARKED OXY AND WAS 2 AMP.

TRANSMISSION CHIP LIGHT ON ROLL UP TO FLIGHT. REMOVED AND INSPECTED ALL TRANSMISSION CHIP DETECTORS FOUND NO METAL DURING REINSTALL OF LOWER CHIP DETECTOR CHIP LIGHT CAME ON. TESTED LOWER CHIP DETECTOR FOUND IT HAD INTERNALLY FAILED.

ON SHORT FINAL THE FADEC CHANNEL FAIL CAUTION LIGHT ILLUMINATED; IT WAS FOLLOWED BY THE CHECK INSTRUMENT WARNING LIGHT A SECOND LATER, THEN FINALLY THE FADEC MAINTENANCE LIGHT CAME ON FOLLOWED BY A MARRIED LOSS OF MY NR AND NP NEEDLES. MUCH LIKE A BIT TEST THEY DROPPED TO ZERO MOMENTARILY AND THEN CAME BACK TO 100%. THERE WERE NO SECONDARY INDICATIONS OF ROTOR RPM OR ENGINE RPM CHANGE. ONCE THE NR AND NP NEEDLES WERE BACK IN THE GREEN THE FADEC MAINTENANCE LIGHT EXTINGUISHED. I DID NOT PERFORM THE EMERGENCY PROCEDURE OF RESETTING THE FADEC AS I WAS ON SHORT FINAL WITH A SAFE LZ BELOW. I FELT IT MORE PRUDENT TO CONTINUE THE STABLE APPROACH WITH MY HANDS ON THE CONTROLS.

HYDRAULIC SYSTEM FAIL CAS ILLUMINATED ON TOUCHDOWN.

UPON DEPARTING PRESCOTT (KPRC) FOR COTTONWOOD (P52), AIRCRAFT ENGINE OIL TEMPERATURE CLIMBED TO ABOVE LIMITS, (139+) DURING DEPARTURE FROM THE DOWNWIND. PILOT TURNED BACK TO THE AIRPORT, DECLARED AN EMERGENCY, AND LANDED WITHOUT FURTHER INCIDENT AT CUTTER AVIATION.

LEFT MAIN LANDING GEAR IN-TRANSIT LIGHT ILLUMINATES IN FLIGHT. SERVICED HYD SYSTEM, RTS .

DURING REINSTALLATION OF THE EHSI (ELECTRONIC HORIZONTAL SITUATION INDICATOR), THE INSTALLING TECHNICIAN NOTED THAT THE LOCKING TEETH RETAINER ON THE UNIT'S J3 CONNECTOR WOULD NOT LOCK AS EXPECTED WHEN CONNECTING THE AIRFRAME P3 D-SUB CONNECTOR. IT WAS ALSO NOTED THAT ANOTHER EC135 (S/N: 0351) UNDERGOING MAINTENANCE AT OUR FACILITY WITH THE SAME EHSI INSTALLATION HAD THE SAME ISSUE WITH THE LOCKING TEETH RETAINER ON THE UNIT. IT WAS THEN SUSPECTED THAT THIS MAY BE A MANUFACTURER'S ISSUE. THE AIRFRAME P3 CONNECTORS WERE CONFIRMED TO BE THE CORRECT P/N (RD50M10JVLX) PER HONEYWELL KI-825 INSTALL MANUAL TECH PUB IM 006-10715-0000 SECTION 2.3.2 FIGURE 2-2 AND SECTION 2.3.3 TABLE 2-1A. IT WAS ALSO CONFIRMED PER POSITRONIC DATA SHEET DOC# M1016 REV B1 THAT THE INCORRECT LOCKING TEETH RETAINER P/N (D9/370000V30) WAS INSTALLED, INSTEAD OF THE CORRECT P/N (D500000V30). AFTER COMMUNICATION AND INVESTIGATION WITH THE ONTIC, THE CURRENT LICENSE HOLDER FOR THE KI-825, IT WAS FOUND THAT ONTIC HAD INSTALLED LOCKING TEETH RETAINERS ON THE KI-825 UNITS FOR A 37-PIN CONNECTOR, RATHER THAN THE 50-PIN CONNECTOR THAT IS USED IN THE KI-825 INSTALL AND THAT ONTIC'S ENTIRE STOCK OF KI-825S HAD THE SAME INCORRECT LOCKING TEETH RETAINERS INSTALLED. THE INCORRECT P/N RETAINER WAS REMOVED & REPLACED WITH THE CORRECT P/N RETAINER IAW AC43.13-1B, AND NO ISSUES WITH THE LOCKING FEATURE WERE NOTED. THE LOCAL FSDO PAI/PMI WAS CONTACTED REGARDING THIS MATTER, AND THEY WERE SATISFIED WITH THE CORRECTIVE ACTION.

DAMAGE TO THE LEFT EDGE FRAME AND RT EDGE FRAME, IN THE FORM OF CORROSION AND DENTS, WAS IDENTIFIED ACROSS THE ENTIRE LENGTHS OF THE OUTBOARD FACES OF THE FRAMES. A DETAILED DESCRIPTION OF THE APPROVED REPAIR/INSTALLATION PROCEDURES IS PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC130-53-2024-0040, ISSUE A DATED 09 JAN 2024, AND AC 43.13-1B CHAPTER 4, SECTION 4, PARAGRAPH 4-57 CHANGE 1 DATED 9/8/98.

DAMAGE WAS DISCOVERED ON THE TRANSMISSION DECK FWD DOUBLER AND THE AFT DOUBLER IN THE FORM OF SEVERAL CHAFE DAMAGE AREAS. THE CHAFE DAMAGE AREAS ARE ALL LOCATED UNDER THE MGB BAR FITTING INSTALLATION AREAS. THE DAMAGE AREAS ON THE FWD DOUBLER WERE WITHIN AN AREA OF 1.0” X 1.75” AND 0.019” DEEP ON THE LT SIDE, AND WITHIN AN AREA OF 1.25 X 0.50 AND 0.020” DEEP ON THE RT SIDE. THE DAMAGE AREAS ON THE AFT DOUBLER WERE WITHIN AN AREA OF 1.75 X 1.0 AND 0.015 DEEP ON THE LT SIDE, AND WITHIN AN AREA OF 1.0” X 0.50 AND 0.016 DEEP ON THE RT SIDE. A REPAIR PROCEDURE WAS PERFORMED IAW REPAIR DESIGN APPROVAL SHEET RDAS-EC130-53-2026-1199A, REV A.

DURING A 12-YEAR INSPECTION, THE STATOR WAS REMOVED AND FOUND TO HAVE MULTIPLE LEGS WITH CORRODED BASES. THE DEPTH OF CORROSION VARIED FROM .020 TO .030 DEEP. PER AIRBUS TE-2026-EC130-00406, THE STATOR ASSEMBLY WAS REMOVED AND REPLACED. FOR MORE INFORMATION, PLEASE SEE MG752 UNDER CRS2A6R933B.

DURING INSPECTION SEVERAL COMPONENTS OF THE LANDING GEAR WERE FOUND DAMAGED BEYOND LIMITS. THE LEFT SKID (350A41-6002-0201) HAD A CRACK MEASURING 1.14''. THE RIGHT SKID (350A41-6002-0301) WAS CORRODED MEASURING TO .032'' DEEP AT ITS DEEPEST. THE FORWARD CROSSTUBE (350A41-4000-01) WAS ALSO CORRODED AT ITS MATING SURFACES BEYOND LIMITS. ALL THREE LANDING GEAR COMPONENTS WERE REMOVED AND REPLACED. FOR MORE INFORMATION, PLEASE SEE MG752 UNDER CRS2A6R933B.

DURING AN INSPECTION A CRACK WAS FOUND ON THE TOP OF THE HORIZONAL STABILIZER MEASURING 4.25 IN LONG. THE HORIZONTAL WAS REMOVED AND REPLACED. FOR MORE INFORMATION, PLEASE SEE MG752 UNDER CRS2A6R933B.

RED A/P TRIM LIGHT WITH ASSOCIATED ALARMS & CHIMES. PITCH TRIM EXCURSIONS CAUSING ALTITUDE DEVIATION. RESET AP TRIM CB OPS CHECKED GOOD. RTS

DAMAGE TO THE LH EDGE FRAME (PN: 350A21-4913-22), IN THE FORM OF CORROSION, WAS IDENTIFIED ACROSS THE ENTIRE LENGTH OF THE OUTBOARD FACE OF THE FRAME. THE LH EDGE FRAME REQUIRED FULL REPLACEMENT; THEREFORE, CUTS OR SPLICING DOUBLERS WERE NOT REQUIRED. A DETAILED DESCRIPTION OF THE APPROVED REPAIR/INSTALLATION PROCEDURES IS PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC130-53-2024-0040, ISSUE A DATED 09 JAN 2024, AND AC 43.13-1B CHAPTER 4, SECTION 4, PARAGRAPH 4-57 CHANGE 1 DATED 9/8/98.

DAMAGE TO THE RH EDGE FRAME (PN: 350A21-4915-22), IN THE FORM OF CORROSION, WAS IDENTIFIED ON THE OUTBOARD FACE OF THE FRAME. THE RH EDGE FRAME WAS PARTIALLY REPLACED AND SPLICED INTO THE REMAINING SERVICEABLE FRAME. A DETAILED DESCRIPTION OF THE APPROVED REPAIR/INSTALLATION PROCEDURES IS PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC130-53-2024-0040, ISSUE A DATED 09 JAN 2024, AND AC 43.13-1B CHAPTER 4, SECTION 4, PARAGRAPH 4-57 CHANGE 1 DATED 9/8/98.

A DENT WAS DISCOVERED ON THE TRANSMISSION DECK SKIN ON THE LH SIDE. THE DAMAGE IS APPROXIMATELY 0.038” DEEP AND 0.5” IN DIAMETER. AN APPROXIMATE LOCATION OF THE DAMAGE IS AT F.S. 3661MM, W.L. -1765MM, AND L.B.L. -450MM. A DETAILED DESCRIPTION OF THE TYPICAL DAMAGE REPAIR AND APPROVED REPAIR PROCEDURES ARE PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 17-5330-EA-5485, INITIAL REVISION DATED 02 MAR 2026.

HEALTHNET 1 WAS DISPATCHED FOR AN IFT FROM RUBY TO WEST PENN. WE WERE TURNING LONG FINAL FOR BRAVO PAD, AND I WAS GETTING THE AIRCRAFT IN AN APPROACH PROFILE. WHILE I WAS LOWERING THE COLLECTIVE, IT HIT A STICKING POINT ABOUT HALFWAY DOWN. I CALLED FOR THE ABORT ON THE LANDING AND INCREASED THE COLLECTIVE PITCH TO GAIN ALTITUDE AND WORK ON THE PROBLEM. CHECKED TO SEE IF ANYTHING WAS UNDER THE COLLECTIVE AND MADE SURE THE FRICTION LOCK WAS ALL THE WAY RELEASED. WITH SIGNIFICANT DOWNWARD PRESSURE I WAS ABLE TO BREAK THE COLLECTIVE LOOSE. THE COLLECTIVE STUCK TWO ADDITIONAL TIME BEFORE WE WERE ABLE TO KEEP IT IN A LOWER POWER SETTING AND RTB SAFELY.

STRANGE BURNING ODOR AND SMELL IN CABIN OF AIRCRAFT.

FLIGHT LEG RETURNING TO BASE FROM PATIENT DROP OFF THE CREW MEMBER IN THE BACK SAID THEY COULD SMELL FUEL. I COULD NOT AND HE STATED THAT HE HAD THE WINDOW OPEN. WHEN I ASKED HIM TO CLOSE THE WINDOW I COULD THEN SMELL THE FUEL UP IN FRONT OF THE CABIN.

UNUSUAL SMELL/FUMES, SMELLED LIKE OIL.

DENT DAMAGE MEASURING 13.5” LONG AND 2.5” WIDE WITH A MAXIMUM DEPTH OF 0.065” WAS DISCOVERED ON THE L/H SIDE OF THE COCKPIT FLOOR SKIN NEAR F.S 2,675MM APPROXIMATELY 0.5” FROM THE EDGE OF THE CENTER CONSOLE. THE DAMAGED AREA WAS POTTED WITH EA9309.3NA ADHESIVE AND A .025” 2024-T3 REPAIR DOUBLER WAS FABRICATED AND INSTALLED OVER TOP OF THE REPAIR AREA. A DETAILED DESCRIPTION OF THE DAMAGE AND AN APPROVED REPAIR PROCEDURE IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5321-EA-5441 REV – . FOR MORE INFORMATION, REFERENCE AIR METHODS (UNITED ROTORCRAFT) WORK ORDER MG750.

DAMAGE WAS DISCOVERED TO THE CABIN FLOOR UPPER SKIN PANEL IN THE FORM OF MULTIPLE DENTS. THE DENTS WERE FILLED WITH AN EA9309.3NA RESIN/MICRO BALLOON MIXTURE AND .025” 2024-T3 REPAIR DOUBLERS WERE FABRICATED AND INSTALLED OVER TOP OF THE REPAIR AREA. A DETAILED DESCRIPTION OF THE APPROVED REPAIR PROCEDURE IS PROVIDED IN AIRBUS HELICOPTERS REPAIR INSTRUCTION FOR EC135 FLOOR PANELS B531M0501E02 ISSUE C DATED 29.07.2019. FOR ADDITIONAL INFORMATION, REFERENCE AIR METHODS (UNITED ROTORCRAFT) WORK ORDER MG750.

NUMBER 2 ENGINE CHIP LIGHT ILLUMINATED IN FLIGHT.